Vehicle equipped with shock absorbing function for transporting passengers on a variable inclination track and facility equipped with said vehicle

Abstract

To weaken the kinetic force of a vehicle during deceleration which occurs during sudden braking in emergency in particular, such as when the vehicle has fallen.SOLUTION: Equipment including a vehicle includes a carriage (10) suitable to travel on a track (V) while being pulled by one traction cable (C1), a passenger cabin support (120), an on-vehicle brake device (14), and a shock absorber (13) about a vehicle (1) for transporting persons on a slope track (V) of cable transport equipment. The passenger cabin support (120) includes the shock absorber (13) suitable to convert kinetic energy of the passenger cabin support (120) into heat when moving along a shock absorption track to the on-vehicle brake device (14), the on-vehicle brake device (14) is rigidly connected to the carriage (10), and a slide link (12) is provided between the passenger cabin support (120) and the carriage (10) such that the vehicle guides the movement of the passenger cabin support (120) to the carriage (10) along the shock absorption track.SELECTED DRAWING: Figure 2A

Description

[Technical field]

[0001]

[0001] The present invention relates to the field of passenger transportation, and more particularly to vehicles provided in a transportation facility, the movement of which is guided, gliding or running on a track of uniform or variable inclination and is adapted to be moved by one or more cables.

[0002]

[0002] Transport installations of this kind may be cable car installations running on rail tracks, equivalent installations running on non-rail tracks using tired vehicles, or vertical or inclined lift installations. [Background technology]

[0003]

[0003] The invention relates more precisely to reducing the vehicle's momentum during deceleration, which occurs in particular during sudden braking in exceptional cases or emergencies, such as in the case of a major malfunction of the vehicle's drive mechanism, or in the case of overspeed, or when the vehicle falls following the breakage of one or more of the traction cables.

[0004]

[0004] Thus, patent document FR3012121 describes an emergency braking system for a transport installation, comprising at least one cable-towed vehicle moving on an inclined track and comprising two retractable clamps each forming a safety brake in cooperation with a rack positioned parallel to the track. The vehicle is equipped with an on-board assembly comprising two identical shock absorber units, each dedicated to each of the two racks. These units are formed by a shock absorber body for connection to the vehicle and the moving component, guided relative to the shock absorber body on a linear track between a standby position and a shock absorbing end in a moving position. The two units are controlled by a common safety controller, which activates the units when it detects that a reference speed of the vehicle has been exceeded. The shock absorber units are effective when the safety brake is applied, but cannot be used in emergency braking without application of the safety brake, for example when the vehicle stops against a buffer positioned at the bottom end of the track or when the towing cable of the vehicle suddenly decelerates.

[0005]

[0005] Patent document JPH10167626 describes a variant of the previous inclined lift in which shock absorbing means are located between the undercarriage part which is connected to the cable and carries the passenger compartment and the undercarriage part which carries the safety brake and is connected to the front part by a shock absorber. The undercarriage part which carries the safety brake is below the part which carries the cable and allows the passenger compartment to be damped, if necessary, when the vehicle contacts the end of the detent buffer at the lower end of the track. However, the shock absorber does not affect the sudden deceleration due to the stopping of the traction cable.

[0006]

[0006] Furthermore, the shock absorbing means described in this specification is intended for transportation equipment in which the track is indeed inclined, but the inclination is not constant throughout.

[0007]

[0007] However, in installations where the track is of variable inclination but the passenger compartment must remain horizontal throughout the entire journey, it becomes necessary to ensure that in the event of emergency braking or sudden stopping, shock absorption is ongoing, reliable and effective, and remains within specified ranges for both horizontal and vertical accelerations, regardless of position on the track. Summary of the Invention

[0008]

[0008] In this context, the object of the present invention is to propose a technical solution that makes it possible to manage the mechanical and kinematic stresses resulting from these requirements.

[0009]

[0009] The present invention therefore aims to incorporate energy absorption means into a transport installation comprising a vehicle moving on an inclined track and pulled by one or more cables, such as an inclined lift installation or a cable car, which energy absorption means enables the vehicle to be gradually slowed down in various emergency braking scenarios initiated, for example, by slowing down one or more traction cables, by applying safety brakes or by the vehicle hitting a buffer of the installation and reaching a limit stop or encountering an obstacle on the track.

[0010]

[0010] The invention also seeks to enable these energy absorbing means to be integrated into installations with non-constant slopes. This aim is achieved according to the invention by means of a vehicle for transporting people on an inclined track of a cable transport installation, the vehicle comprising a carriage suitable for running on the track while being pulled by a towing cable of the transport installation, a carriage support carried by the carriage, an on-board braking device, and shock absorbers connected to the on-board braking device and to the carriage support, the shock absorbers being suitable for converting the kinetic energy of the carriage support into heat when the carriage support moves along the shock absorbing track relative to the on-board braking device in a shock absorbing direction, the on-board braking device being rigidly connected to the carriage, and the vehicle also comprising a sliding link between the carriage support and the carriage for guiding the movement of the carriage support relative to the carriage along the shock absorbing track.

[0011]

[0011] According to an advantageous feature, the shock absorbing trajectory is linear.

[0012]

[0012] In accordance with a preferred embodiment of the present invention, the carrier is provided with at least one set of wheels for running on a track, the set of wheels defining a running plane, and the shock absorbing track is preferably parallel to the running plane.

[0013]

[0013] According to another feature, the carrier is provided with a connection interface to the towing cable.

[0014]

[0014] According to an optional variant, the vehicle also comprises a passenger compartment and a pivot link between the passenger compartment and the passenger compartment support.

[0015]

[0015] It is preferred that the pivot link is mounted below the passenger compartment floor.

[0016]

[0016] According to another optional feature, the vehicle is equipped with a vehicle attitude maintenance device, which preferably includes at least one set of one or more rollers intended to guide and correct the attitude of the passenger compartment in cooperation with at least one auxiliary rail of the equipment.

[0017]

[0017] According to one variant, the carrier is provided with a buffer body which, in the event of an emergency, is intended to eventually come into contact with a stop at the lower end of the track.

[0018]

[0018] The shock absorber may be of any type that allows energy to be dissipated, in particular by solid friction, plastic deformation of the material or by electromagnetic or hydraulic means. Of course, a versatile energy dissipation means would be preferred, which can be reset by returning the cabin support to the available position following an emergency stop that triggers said means. According to a particularly advantageous embodiment, the shock absorber is a long-stroke hydraulic cylinder with a stroke of more than 1 m, preferably more than 1.8 m. Of course, this stroke can vary considerably depending on the characteristics of the installation, in particular in terms of speed and inclination, but also in terms of regulatory requirements, for example whether it is an inclined lift installation, a cable car or an entertainment facility.

[0019]

[0019] According to another particular variant, the on-board braking device on the carriage comprises a safety brake or a retarder.

[0020]

[0020] According to one embodiment, the vehicle is equipped with a locking device which locks the shock absorbers or the carriage supports in position relative to the carriage when the triggering conditions are not met and unlocks the shock absorbers or the carriage supports when the triggering conditions are met, so that the shock absorbers are only active when necessary and do not interfere with the normal operation of the installation, for example during entry / exit phases or movement phases below the defined acceleration limits.

[0021]

[0021] The triggering condition may be determined by one or more sensors, in particular a speed sensor, a vertical acceleration sensor, a horizontal acceleration sensor or a tilt sensor, or simply a malfunction warning. The triggering condition may be the exceeding of a sensor threshold or a more complex condition depending on two parameters, for example speed or acceleration and tilt. The triggering condition may also be determined by a guard locking between the locking device and an on-board braking mechanism on the vehicle, in particular an emergency brake, a safety brake, a retarder or a speed limiter, or between the locking device and a collision detection device (for example a detection cable taut at the bottom end of the carriage). A sensor may be integrated into the lock, causing a stress on the lock exceeding a given threshold to lead to a change in the state of the lock, preferably reversibly.

[0022]

[0022] The sensor may also be incorporated into a trigger push button or any trigger control device of an on-board braking device.

[0023]

[0023] The locking device may include a lock arranged directly between the carriage and the passenger compartment support plate. Alternatively or additionally, the locking device may also include a lock for locking the movable component of the shock absorber in position relative to the body of the shock absorber, one of the two shock absorber elements being formed by the movable component of the shock absorber and the body of the shock absorber attached to the carriage, and the other of the two shock absorber elements being attached to the passenger compartment support.

[0024]

[0024] A device for resetting the shock absorber is preferably provided, suitable for moving the cabin support relative to the carriage in a usable position in the direction opposite to the shock absorption direction. The device preferably has motor means, which may or may not be independent of the shock absorber. This device may be, for example, an electric motor acting by a kinematic mechanical transmission chain between the carriage and the cabin support. This device may also be a device acting directly on the shock absorber. For example, if the shock absorber is provided with a hydraulic cylinder, it is possible to feed the hydraulic chamber of the hydraulic cylinder with a pump.

[0025]

[0025] Another object of the invention is an installation for transporting people, characterized in that it comprises a lower station, an upper station, an inclined track connecting the lower station and the upper station, at least one traction cable, at least one stationary device for driving the traction cable, and at least one vehicle suitable for running on the inclined track and being pulled by the traction cable, the vehicle being a transport vehicle having the above mentioned characteristics. The terms "lower station" and "upper station" in this case refer to two stations located at different altitudes depending on whether there is a terminal station or an intermediate station.

[0026]

[0026] According to a variant of this installation, the transport vehicle is equipped with a safety brake or retarder, which is suitable for cooperating with a stationary brake rail of the transport installation, which may in particular be a rail with a friction surface for the friction brakes of the vehicle or a rail with a rack into which a pin or a retractable fastening hook, which is rigidly connected to the carriage, is inserted.

[0027]

[0027] According to another variant, the lower end of the track is provided with a stop suitable for coming into contact, in the event of an emergency, with a buffer carried by the carriage of the transport vehicle.

[0028]

[0028] According to yet another variant, the inclination of the track is not constant. If applicable, the vehicle may in this hypothesis comprise a passenger cabin, a pivot link mounted under the floor of the passenger cabin between the passenger cabin and the passenger cabin support, and a passenger cabin attitude maintaining device, preferably including at least one set of one or more rollers intended to guide and correct the attitude of the passenger cabin in cooperation with at least one auxiliary rail of the installation.

[0029]

[0029] It is preferred that the facility comprises at least one attitude maintenance rail with which a cabin attitude maintenance device cooperates, the cabin attitude maintenance device including at least one set of one or more rollers intended to cooperate with the attitude maintenance rail of the facility.

[0030]

[0030] According to another particular variant of the installation, the stationary device for driving the cable includes a braking system for the cable.

[0031]

[0031] The vehicle according to the invention provides a balanced and stable support for the passenger compartment on the track while also providing high performance shock absorbing capabilities in the event of braking or sudden stopping, ensuring gradual and optimal deceleration.

[0032]

[0032] The equipment according to the present invention enables passenger transportation on ascending paths or tracks of complex contours and geometries, in particular on tracks of uniform or variable inclination, such as radial tracks, while keeping passengers comfortable and ensuring passenger safety in all circumstances.

[0033]

[0033] Other features and advantages of the present invention will become apparent upon review of the following detailed description of the preferred embodiments thereof, taken in conjunction with the accompanying drawings, which are described in detail below. [Brief description of the drawings]

[0034] [Figure 1] 1 is a general view of a transport installation with a variable inclined track on which vehicles according to the invention travel; [Figure 2A]FIG. 2 is a side view of one embodiment of a vehicle according to the present invention at a position corresponding to a length of inclined track with minimal incline before shock absorption. [Figure 2B] FIG. 2B is a side view of the vehicle of FIG. 2A in the same position but after absorbing an impact. [Figure 3A] FIG. 2 is a side view of one embodiment of a vehicle according to the present invention at a position corresponding to the length of the inclined track with maximum inclination before shock absorption. [Figure 3B] FIG. 3B is a side view of the vehicle of FIG. 3A in the same position but after absorbing an impact. [Figure 4] FIG. 2A is a front view of the vehicle of FIGS. 3A and 3B. [Diagram 5] FIG. 2 is a schematic diagram of a hydraulic shock absorption control circuit for the vehicle of the previous figure incorporating a hydraulic locking device for shock absorption of the vehicle. [Figure 6] FIG. 2 is a schematic diagram of another embodiment of a locking device for shock absorption in a vehicle. [Figure 7] FIG. 13 is a schematic diagram of a third embodiment of a locking device for shock absorption in a vehicle.

[0035]

[0043] For clarity, identical or similar elements are designated by the same reference numerals in the text and figures.

[0036]

[0044] Of course, the embodiments of the invention shown in the attached drawings and described below are given solely by way of non-limiting example, it being expressly provided that the various embodiments can be combined with one another to give further embodiments. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0037]

[0045] The vehicle 1 according to the invention is intended for passenger transport in a transport installation T which in this embodiment is a lift installation of uniform or variable inclination, but which may also be a cable car or an entertainment installation.

[0038]

[0046] In the embodiment shown in Figure 1, this installation T comprises a curved track V of variable inclination which delimits radial paths between an upper terminal station S2 and a lower terminal station S1. At the lower end of the track V below station S1, a stop B, in this case, is provided for definitively stopping and immobilising the vehicles 1 in the event of a cable break or a major malfunction of the installation.

[0039]

[0047] In this embodiment, as specifically shown in Figures 2A, 2B (for steep inclines) and 3A, 3B (for gentle inclines), the track V, for example, conventionally comprises a railway track of two parallel rails R1, R2 on which the vehicle 1 runs.

[0040]

[0048] The vehicle 1 comprises a carriage 10 suitable for running on a track V whilst being pulled by at least one traction cable C1 of a transport installation T, a passenger compartment 11 and a support 120 for the passenger compartment 11 carried by the carriage 10. The carriage 10 is thus provided with a connection interface to the traction cable C1. The vehicle 1 also comprises a pivot link 12 between the passenger compartment 11 and the support 120 for the passenger compartment 11. As is particularly shown in Figures 2A and 3A, this pivot link 12 is mounted below the floor of the passenger compartment 11.

[0041]

[0049] The structure of the vehicle 1 is symmetrical about its mid-vertical plane, as shown in FIG. 4, so that the measures described below are the same on either side of the vehicle and the track.

[0042]

[0050] If necessary, the vehicle 1 comprises several passenger compartments coupled or rigidly connected to a common support. The passenger compartment C1 is driven in a conventional manner by at least one stationary drive device such as a motor (not shown).

[0043]

[0051] The vehicle 1 also comprises, as shown in particular in Figures 2A and 3A, an on-board braking device 14 and a shock absorber 13 connected to the on-board braking device and to a support 120 of the passenger compartment 11. The shock absorber 13 is suitable and intended to convert the kinetic energy of the passenger compartment support 120 into heat when the support moves relative to the on-board braking device 14 along a shock absorbing trajectory, in this case in a downward shock absorbing direction.

[0044]

[0052] The shock absorber 13 in this case is a long stroke hydraulic cylinder with a stroke of more than 1 m, preferably more than 1.8 m, the other parameters of which depend on various parameters, in particular the mass of the vehicle 1 (with its passengers), its inertial velocity and its reference velocity.

[0045]

[0053] The transport installation T is also equipped with a fixed braking system (not shown) attached to the on-board braking device on the vehicle 1, rigidly connected to its foundation and coupled to a device driving the traction cable C1. The fixed and on-board braking means 14 correspond, for example, to those described and illustrated in patent application FR3079223A1.

[0046]

[0054] Thus, the fixed braking system incorporated in the installation T consists of two parallel racks (not shown) extending over the entire length of the track V, each rack being close to one of the two rails R1, R2 of the track, while the on-board braking device 14 of the vehicle 1 consists of a safety brake (seen in particular in Figures 2A and 3A).

[0047]

[0055] According to a particular aspect of the invention, an on-board braking device 14 is rigidly connected to the carriage 10, and the vehicle 1 also comprises a slide link 12 between the support 120 of the passenger compartment 11 and the carriage 10, so as to guide the sliding movement of the passenger compartment support 120 relative to the carriage 10 on a shock-absorbing track. In the embodiment of the invention shown in the figures, the shock-absorbing track is linear and the slide link 12 extends parallel to the track V.

[0048]

[0056] The carriage 10 is provided with at least one set of wheels 1a, 1b which run on a track V, preferably parallel to said running plane, defining the running plane and the shock absorbing track.

[0049]

[0057] The vehicle according to the invention is equipped with an attitude maintaining device for the passenger compartment 11. The device preferably comprises at least one set of one or more rollers 111 intended to guide and correct the attitude of the passenger compartment 11 in cooperation with at least one auxiliary rail C2 of the installation. The rollers 111 are attached to the lower part of the structure of the passenger compartment 11, on the side facing the track V.

[0050]

[0058] 1, towards the top of the trajectory V the traction cable C1 and the auxiliary attitude cable C2 are spaced further apart, whereas at the bottom of the trajectory V they are closer together. As a result, the set of rollers 111 is preferably provided with a tilt joint to follow the cable C2 along its curve.

[0051]

[0059] At its bottom, the carriage 10 is provided with a buffer 101 intended to finally come into contact with a stop B located at the lower end of the track V at the end of the emergency travel stop. In the embodiment shown in the figures, the passenger compartment support 120 has in this case a triangular profile, the apex of which is connected via a spindle X to an arm 110 extending below the floor of the passenger compartment 11. The slide 12 for its part is formed, for example, by a groove made in the base of the support 120 which slidably engages in a rib rigidly connected to the carriage 10. However, the reverse configuration is also possible without departing from the scope of the invention.

[0052]

[0060] In case of emergency braking (by opening the safety brake 14 of the carriage 10 or by activating the fixed braking system of the installation T) or a sudden stop of the carriage 10 at the stop B, in particular in case of a major malfunction of the installation or a break in one of the cables, and also due to the kinetic energy of the carriage 1, the support 120 of the passenger compartment 11 slides downwards on the slide 12. This sliding is slowed down by the shock absorber 13 which absorbs the kinetic energy of the carriage 1 in order to control its deceleration.

[0053]

[0061] Since the deceleration of the support 120 is controlled by the shock absorber 13 via the slide 12, the balance of the vehicle 1, specifically the attitude of the passenger compartment 11, is maintained even in the event of emergency braking or stopping of the vehicle, ensuring passenger comfort and safety.

[0054]

[0062] 2A and 3A, the vehicle 1 is in a normal passing phase on two lengths of track V with different inclinations of 70° and 20°, respectively, relative to the horizontal plane. The support 120 is in a high position of the slide 12 and therefore the shock absorber 13 is at rest.

[0055]

[0063] Figures 2B and 3B correspond to the same vehicle 1 travelling the same length of track V as in Figures 2A and 2B, but in a situation of sudden deceleration or emergency stop. In this case, due to the inertia of the vehicle 1, the support 120 is carried downwards on the slide 12, but the shock absorber 13 absorbs its kinetic energy partly by thermal dissipation, thus slowing down the movement of the support 120 and thus of the passenger compartment 11, so that the passenger compartment 11 gradually comes to a halt.

[0056]

[0064] 5 shows a hydraulic circuit 200 for controlling a hydraulic shock absorber 13 comprising a variable volume chamber 201 rigidly connected to the carriage 10, in which slides a piston 202 rigidly connected to the support 120 of the passenger compartment 11. The variable volume chamber 201 is connected to a tank 203 by means of a shock absorbing control valve 204 and a restriction 205. Optionally, a filling control valve 206 allows the variable volume chamber 201 to be connected to a pump 207.

[0057]

[0065] In the initial setting, the shock absorption control valve 204 isolates the variable volume chamber 201 and the fill control valve 206, if provided, connects the shock absorption control valve to the pressure loss 205. A control circuit 208 controlled by an accelerometer 209 located on the carriage 10 causes the shock absorption control valve 204 to change state if a threshold deceleration of the carriage 10 is exceeded. Upon stopping, a manual control 210 activates the pump 207 and the fill control valve 206 to fill the variable volume chamber 201 and allow the movable support 120 of the passenger cabin 11 to return to the operational position.

[0058]

[0066] This therefore allows the hydraulic shock absorber 13 to be activated only when necessary, which is short enough that the permitted acceleration thresholds in the passenger compartment 11 are not exceeded, as the activation time is only a few milliseconds.

[0059]

[0067] The device of Figure 5 is only one of various solutions that have been considered to lock the cabin support 120 in place relative to the carriage 10 in the ready position without abrupt deceleration. In one variant, it can be provided that the shock absorbing control valve 204 is directly controlled by the hydraulic pressure in the variable volume chamber 201, or more generally by a mechanical or hydraulic signal indicating that a stress threshold between the variable volume chamber 201 and the piston 202 has been exceeded.

[0060]

[0068] Other kinds of locking can be provided between the chamber 201 and the piston 202 of the shock absorber 13, for example by using a mechanical lock 304 instead of a hydraulic lock, as shown in FIG. 6. A lock 404 can also be provided and placed between the cabin support 120 and the carriage 10, as shown in FIG. 7. In all cases, the triggering of the locking is controlled by a triggering condition related to the needs of the shock absorber. This triggering condition can be determined by one or more sensors, in particular a speed sensor, a vertical or horizontal inclination sensor, or simply a malfunction warning sensor, or by more specific sensors, for example a cable break sensor or an obstacle sensor. Also mechanisms that provide guard locking between the locks 204, 304, 404 and an emergency brake, a safety brake, a retarder or a speed limiter are considered to fall within the field of sensors.

[0061]

[0069] Of course, various modifications are possible.

[0062]

[0070] The attitude of the passenger compartment 11 may be maintained by any suitable means, in particular by passive purely mechanical means or by active motorized means controlled by a signal representation, for example the horizontal state of the passenger compartment. Such a variant would be particularly suitable for installing the invention in entertainment facilities where the attitude of the passenger compartment is deliberately changed during the ride.

Claims

1. A vehicle (1) for transporting persons on an inclined track (V) of a cable transport installation, comprising a carriage (10) suitable for running on said track (V) while being pulled by at least one traction cable (C1) of said installation, a passenger compartment support (120) carried by said carriage (10), an on-board braking device (14), and a shock absorber (13) connected to said on-board braking device (14) and to said passenger compartment support (120), said passenger compartment support (120) being adapted to move from a usable position along a shock-absorbing track to a shock-absorbing position along a shock-absorbing track. and a shock absorber suitable for converting kinetic energy of the passenger compartment support (120) into heat when the passenger compartment support (120) moves relative to the on-board braking device (14) in a shock absorbing direction, characterized in that the on-board braking device (14) is rigidly connected to the carriage (10), and the vehicle also comprises a slide link (12) between the passenger compartment support (120) and the carriage (10) for guiding the movement of the passenger compartment support (120) relative to the carriage (10) along the shock absorbing track.

2. 2. The vehicle of claim 1, wherein the shock absorbing track is linear.

3. 3. A vehicle according to claim 2, characterised in that the carriage (10) is provided with one or more sets of wheels (1a, 1b) for running on the track (V), the one or more sets of wheels (1a, 1b) defining a running plane.

4. Vehicle according to any one of claims 1 to 3, characterized in that the carriage is provided with a connection interface to the traction cable (C1).

5. A vehicle according to any one of the preceding claims, characterized in that the vehicle also comprises a passenger compartment (11) and a pivot link between the passenger compartment (11) and the passenger compartment support (120).

6. 6. A vehicle according to claim 5, characterized in that the pivot link is mounted under the floor of the passenger compartment (11).

7. 7. A vehicle according to claim 5 or claim 6, further comprising a passenger compartment attitude maintaining device, said passenger compartment attitude maintaining device preferably comprising at least one set of one or more rollers (111) intended to guide and correct the attitude of the passenger compartment (11) in cooperation with at least one auxiliary rail (C2) of the facility.

8. A vehicle according to any one of claims 1 to 7, characterized in that the carriage (10) is provided with a buffer (101) intended to ultimately come into contact with a stop (B) at the lower end of the track (V) in case of an emergency.

9. A vehicle according to any one of the preceding claims, characterized in that the shock absorber (13) is a long stroke hydraulic cylinder having a stroke of more than 1 m, preferably more than 1.8 m.

10. A vehicle according to any one of the preceding claims, characterised in that the on-board braking device (14) on the carriage (10) comprises a safety brake or a retarder.

11. 11. The vehicle according to claim 1, further comprising a locking device (204) for locking the shock absorber (13) or the passenger compartment support (120) in a usable position relative to the carriage (10) when a triggering condition is not met, and for releasing the shock absorber (13) or the carriage support (120) when the triggering condition is met.

12. 12. A vehicle according to claim 11, characterized in that the locking device comprises a lock arranged directly between the carriage (10) and the passenger compartment support (120).

13. 13. A vehicle according to claim 11 or 12, characterized in that the locking device comprises a lock (204) for locking a movable component (202) of the shock absorber (13) in a predetermined position relative to a body (201) of the shock absorber (13), the movable component (202) of the shock absorber (13) and the body (201) of the shock absorber (13) forming a set of two shock absorbing elements (202, 201), one of the two shock absorbing elements being attached to the carriage (10) and the other of the two shock absorbing elements (202, 201) being attached to the passenger compartment support (120).

14. 14. A vehicle according to any one of the preceding claims, characterized in that it comprises a device (206, 207) for resetting the shock absorber (13) suitable for moving the passenger compartment support (120) relative to the carriage (10) in a direction opposite to the shock absorbing direction to the usable position.

15. An installation (T) for transporting people, comprising a lower station (S1), an upper station (S2), an inclined track (V) connecting said lower station (S1) and said upper station (S2), at least one traction cable (C1), at least one stationary device for driving said traction cable, and at least one vehicle (1) suitable for running on said inclined track (V) and being pulled by said traction cable, characterized in that said vehicle is a transport vehicle (1) according to any one of claims 1 to 14.

16. 16. Installation according to claim 15, characterised in that the transport vehicle is as claimed in claim 10 and the safety brake or retarder (14) is suitable for cooperating with a stationary brake rail of the transport installation.

17. 17. Installation according to claim 15 or claim 16, characterized in that the transport vehicles are at least those according to claim 8, and at the lower end of the track (V) there is provided a stop (B) suitable for finally stopping the vehicle (1) in contact with a buffer (101).

18. Installation according to any one of claims 15 to 17, characterised in that the vehicles are at least as defined in any one of claims 5 to 7 and the track has a non-constant inclination.

19. 19. The installation according to claim 18, wherein the vehicle is as described in claim 7, and the installation comprises at least one attitude maintaining rail (C2) with which the set of one or more rollers (111) cooperate.

20. Installation according to any one of claims 15 to 19, characterised in that the stationary device comprises a braking system for the traction cable (C1).

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